judson



4 sheets-sheen 1.

(No Model.)

W. L. JUDSON. STREET RAILWAY.

Patented Deo'. .8, 1891'.

(No Model.) 4 Sheets-Sheet 3,

W. L. J UDSON. STREET RAILWAY.

w. im.

i JM M (No Model.) v 4 sums-sheet `4.

w. L. JUDSON. STREET RAILWAY.

No. 464,615. Patented-111118.18111.

ma norms Evans ou., moro-urna., msunmmu, n. c,

UNrrnn STATES \VHITCOMB L. JUDSON, OF NEV YORK, N. Y.

STREET-RAILWAY.

SPECIFICATION forming part of Letters Patent No. 464,615, dated December8, 1891.

Application filed September 25, 1890. Serial No. 366,164. (No model.)

To all wtomj it may concern:

Be it known that I, WHITooMB L. J UDsoN, a citizen of the United States,residing at New York, in the county of New York, and State of New York,have invented certain new and usefullinprovements in Street-Railways;and I do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

My invention relates to that class of streetcars wherein the propellingmechanism is carried on the car and is actuated by air` gas, or liquidunder pressure contained in a receiver on the car, which is recharged atsuitable intervals along the line of travel.

My invention is especially designed for what may be called theair-storage system, Wherein compressed air is used as the motive power,the receivers being of comparatively small size and adapted to receivecharges at frequent intervals.

My invention is more particularly directed to the charging mechanism. Anair-inain extends along the entire line of the cars travel and issupplied with air under pressure from suitable pumping-stations or ageneral central station. When constructed for surfaceroads, pits areplaced at the desired intervals of a sufficient depth' to receive thecharging mechanism, and may be of sufficient length to allow7 the chargeto be made while the car is in mot-ion. The pit is covered by a pair oftrap-doors automatically opened by the car. Horizontally lengthwise ofthe pit extends a pair of trolley-tracks constructed in upper and lowerfixed sections, the upper of which has a pair of pivoted rails at itsextremities for permitting a trolley to pass from one track to theother. The upper track is adapted to raise the trolley under thedirection of the forward movementI of the car and for convenieiice maybe called the charging-section. The lower track is adapted to permit thetrolley to'be returned to its normal position, and may be called thereturn-section. Springseated on the trolley is a valved nozzle with aconvex head, which may be termed the charging-nozzle. It is supported ina vertical position, or, more broadly, in line with thereceiving-nozzlecarried by the car. This charging-nozzle is connected to the air-main bya flexible section of sufficient length to permit the nozzle to be moveda sufficient distance to make the charge. On the car is a valvedbell-mouthed nozzle, which is adapted .to register with thecharging-nozzle, and may be called the receiving-nozzle, before noted.To effect this registration, there is placed on the car, parallel withthe receiving-nozzle a vertically-movable guide, which, when in itslowerrnost position, is adapted to engage with a guiding arm orprojection on the trollev and by co-operation therewith carries forwardand upward the trolley, with the nozzle, and guides the two nozzlesintoperfect union. This guide is automatically set by a projection thrownupward from the track by the tread of the wheel in co-operation with apivoted trip-lever carried by the car, which on striking the pro-Jection forces the guide into its lowermost position. The guide isreturned to its uppermost and normal position by an inclined siii'-Aface cam at the foot of the pit. It is held in either position at whichitmay be set by a spring, the line of whose resistance is shifted by thepivoted lever. The trolley, when at the end of its forward oroutgoingmovement, passes onto one of the pivoted sections of the uppertrolley-tracks and by its weight forces the pivoted section into aninclined position, which allows it to pass forward into a pocketprovided on the lower track for that purpose. These outmost pivotedsections are spring-supported, and after the trolley has passed into thepocket return to their normal position on the level with the body of theupper track. The trolley is then free to return on the lower tracks. Thepivoted sections at the head of the track are without springs and takethe incline as their normal position. The trolley on its return movementlifts the pivoted sections or pawls and passes by the same.

The valve in the charging-nozzle is opened by the gravity of the car andclosed by the pressure of the air. For this purpose the IOO open untilthe pressures are equal. The trapdoors are opened by the trolley, whichis of a special construction adapted to the purpose. Part 0l the trolleymoves in advance of the nozzle, and by a jog in its track is raisedbefore the nozzle starts to rise, thus opening the trap-doors. Thetrolley is also so constructed that it holds the traps open until it hasmoved to the limit of its track when they close by gravity. Thecharging-nozzle is maintained in a vertical position when approachingthe charging-point of registration with the receiving-nozzle in virtueof its position on the trolley and the relative location of the trolleyon its tracks.

The flexible section of hose which connects the charging-nozzle with theair-m ain is wound upon a drum provided with hollow journals incommunication with the main by a suitable stuiing-box section. As thetrolley moves forward the flexible section is unwound from the drum, andwhen it is returned a weight rewinds it onto the drum into its normalposition. The trolley is returned to its normal position by a cableconnected to the trolley at one end passing over a sheave at the head ofthe pit, other guide-sheaves at the foot ofthe pit, and connected at itsouter end to a traveler mounted on a track extended beyond the foot ofthe pit. lhen the ear has passed the charging-point, the movable guidestrikes the traveler, movingit forward to its limit, where it drops intoa pocket, clearing the guide. This forward movement of the travelerpulls back the trolley. The traveler remains in its pocket at the tootof its track until the trolley is carried up into its charging positionand to its limit by the next car, which thereby, through the same cableand sheaves, returns the traveler to its normal position. Vhen the carpasses beyond the travelers track, the movable guide strikes an inclinedcam-surface and is 'thereby restored to its normal position.

To operate this guide, a projection is thrown` up in the track. This isdone by pivoting the same to a fixed support adjacent to one of therails and providing the same with an extension adapted to be engaged bythe flange ofthe wheel. The inner flange of the rail is cut away inorder to permit this extension to come into the proper position to beengaged by the flange ot' the wheel. The pivoted arm is segment-shaped,and its segment portion passes up through a suitable slot in a bedplateplaced between the rails. Vhen the car has passed, the pivotedprojection or stop-lever will fall to its normal position by its ownweight.

The construction of the car, the charging and the receiving nozzles, andthe arrangement for setting the movable guide on the car from the flangeof the car-wheel are all substantially identical with the constructionshown and described in another application made by me of even dateherewith under Serial No. 366,163.

rlhe principal points of difference in this application lie in theparticular construction of the trolley and its tracks, whereby it ismade to open and hold open the t-raps, inthe mechanism for returning thetrolley to its normal position, and in the support of the flexiblesection of the aintube.

A device is also added to the car for insuring the closing of thetrapsby positivel action in case of failure to close by gravity.

The invention is illustrated in the accompanying drawings, wherein likeletters refer to like parts throughout.

Figure lis a sectional elevation through one ot' the charging-pits,showing the car in charging position. Fig. 2 is a cross-section of thesame on the line X X of Fig. l, looking from the front. Fig. 3 is a planof part of the roadbed with some parts of the charging mechanism inposition. Fig. 4 is a detail in section of the nozzles and their valves.Fig. 5 is a detail showing the connection ot' the movable guide to thepivoted lever on the car. Fig. 6 is a sectional elevation of a part ofthe roadbed and one of the car-trucks, showing the pivoted projection.

A are the track-rails.

B is the car.

C are the receivers, arranged under the seats and connected by across-pipe C.

D is the receivingnozzle, fixed to pipe c. D is its valve, and CZ itsprojecting bridge.

E is the movable guide, mounted in straps e, fixed to the frame parallelwith the receiving-nozzle.

F is the pivoted trip-lever, having its pivotal shaft mounted in hangersF.

E is the connecting-rod, pivoted to the guide E at one end and havingits free end working through a transverse hole in the shaft of the leverF. E is the resistancespring on the same.

Il is the charging-nozzle on trolley II.

l is the valve in the charging-nozzle, provided with extended stem I.

The trolley is composed of two pairs of small trucks 71, and h',respectively. rear pair, directly over which is placed thecharging-nozzle, are on the extremities of a longer axle. The two areconnected by a triangular-shaped frame 7a2. The point of the triangle isprovided with upwardly-projecting arms h3, in each of which is a pivotedyoke h4. in the yoke 7i* is pivoted a small wheel 71.5. This yoke canturn on its pivots through ninety degrees. Hence the wheel h5 may have acaster-like movementon the frame 7b2.

K is the guiding-arm, fixed. to the trolley and provided with ananti-friction roller K for co-operation with the movable guide E on thecar.

L L are the upper and lower tracks for the rear trucks of the trolley.

M and M are the pair of upper and lower tracks for the forward truck ofthe trolley. The upper tracks of each pair are provided at their headswith pivoted sections Z and m,

Of these the IOO IIO

respectively, and at the foot of the pit with like pivoted sections Zand m', respectively, upheld by springs, one of which is shown at m. Thelower tracks are extended far enough beyond the upper tracks at the footof the pit to provide a pocketN for the trolley. The upper tracks forthe front of the truck of the trolley are provided with a jog M near thehead of the pit, fortpurpose hereinafter named.

P eis the flexible section, connecting the charging-nozzle with theair-main through the hollow shaft of the drum P', located at the head ofthe pit, to which it is connected. The shaft of the drum P connect-swith the air-main P through a stuffing-box P. The air-main extends alongthe entire line of travel and is supplied with air under pressure from apumping station or stations.

Q is a small cable fixed at one end to the vertical wall of the pitadjacent to the drum and wound on the hub of the drum at its other end.

Q is the weight, attached to a sheave q, mounted upon th'e cable Q. Thisweight winds up the flexible section on the return of the trolley to itsnormal position.

R R are the trap-doors, provided with angular or crank-arm extensions r,to which are weights R attached by cables R. These weights are notsufficient to overcome the ,weight of the pit portions of the traps, butassist to hold the same up and to some extent relieve the lifting strainon the trolley.

S is the plow-shaped projection, attached to the rear of the truck atsuch a level as to engage the tops of the traps and force them to closein case they fail to shut by their bwn weight.

T is the traveler, and T its track, locatedin an extension from the footof the main pit.

T is a pocket at the foot of the travelertrack.

T is a cable for returning the trolley and traveler to their normalpositions, attached at one end to the rear of the trolley and at theother to the rear of the traveler and passing over suitableguide-sheaves t t t, located at the head and foot of the pit,respectively.

U is the inclined cam, located at the foot of the traveler-track under aslotted bed-plate U for raising the movable guide E. The bed-plate Uextends to the head of the main pit as a cover for the traveler-track T.

V is the pivoted stop or proj ection ,located in the road-bed forco-operation with the triplever F. Itis pivoted to a suitable supportnear the rail, and its free end is provided with a segment-likeextension V, which passes up through a suitable bed-plate fu, located inthe road-bed. l

V is the extension of the stop, projecting into the path of the wheel-flange, the rail having its inner flange cut away at that point forthe purpose.

Suitable man-holes (not shown) may be provided for access to the pit. Atthe head of charge.

the pit, over the normal location'of the trolley, is located a slottedplate NV.

The operation is as follows: Upon the wheelflange striking the pivotedprojection in the roadway its outer arm is thrown up and is engaged bythe'pivoted lever on the car. The pivoted lever is thereby turned,throwing down the movable guide, and as the resistance-spring ou theconnecting-rod is thrownbelow the pivotal point, it will hold the guidein its lowermost position. When the guide strikes the cam-surface at thefar end of the pit, it will thereby be returned to its uppermost ornormal position, and the connectingrod, with its resistance-spring,having been shifted to a point above the pivot, will hold the guidethere. The guide having been set in its lowermost position, engages theantifriction roller on the end of the guiding-arm attached to thetrolley. On the forward movement of the trolley its v front 4trucksfirst rise onto their upper tracks, forcing the face of the caster-wheelagainst the under surface of the trap-doors and partially opening thesame. On its continued movement the forward trucks strike the jog intheir upper tracks and simultaneously therewith the rear trucks pass upthe inclined sections in their upper tracks, thus raising the entiretrolley vertically, opening up the trap-doors to their limit, and invirtue of the guiding effect of the movable guide on the car bringingthe nozzles into perfect registration. The car may then be stopped for afew seconds to complete the On the renewed movement of the car thetrolley will pass down the inclined track-sections at the foot of thepit into the pocket, permitting the car to move onward over thetravelers track. The pivoted sections of the trolley-track will then flyback into their normal position, leaving the troiley free to be returnedon its lower tracks. When the car strikes the head of the travelertrack,the movable guide will engage with the anti-friction roller on thelittle traveler and carry the same forward to the foot of thetrolley-track, where it will fall into apocket, permitting the guide toclear the same as the car goes onward. The forward movement of thetraveler, acting through the return cable, draws the trolley back intoits normal position, and on the next car carrying forward the trolleythe reverse movement of the cable brings the traveler back :into itsnormal position at` the head of its track. The trap-doors close by theirown weight, following the trolley in its downward movement as it passesinto its pocket. 1f theyfail to closebygravity, the plow at the rear ofthe car-truck will force them shut. The movement of the casters in theiraction on the trap-doors is to swing from the vertical to the horizontalplane, the contact being all the time bya rolling surface. Thecasterwheels, therefore, both open the trapsand hold them open until thecar has passed the charging-pit. In order to obtain the proper bear- IOOIIO

ing for these caster-wheels on the under part of the traps, face-platesare rigidly secured thereto at such an angle that the face-plates willbe parallel with the caster-wheel axes when the traps are in theiruppermost position. If the charging-pits and the trolley-tracks locatedtherein be of the requisite length, the charge can be made while the caris in continuous motion. If, on the other hand, the tracks are madecomparatively short, it will be found necessary to stop the car for afew seconds in its charging position. These charg ing-pits are placed atsuch frequent intervals as will enable the receivers on the car to be ofcomparativelysmall size, and permit the use of low pressure, theadvantages of which are obvious and well known. It should be noted thatwhen the nozzles are drawn together the projecting bridge in thereceiving-nozzle strikes the extended stem of the valve in thecharging-nozzle, forcing the same downward, thus rendering the Weightsof the car effective to open the valve in the charging-nozzle. The valvein the receiving-nozzle is opened by the pressure from the main.

What I claim, and desire to secure by Letters Patent, is as follows:

1. The combination, with a movable car, of a pivoted trap located on theline of travel and a trolley located under the said trap and movable bythe car to open the trap.

2. The combination, with a movable car having a receiving-nozzle, of apivoted trap located on the line of travel and a trolley located underthe said trap having a chargingnozzle movable by the car to open thesaid trap and effect the registration of the said nozzle.

3. The combination,with a pivoted trap, of an inclined track under saidtrap and a trolley movable O11 said track provided with a projectinghead engageable with the under surface of the trap for opening the same.

4. The combination, with a pivoted trap, of an inclined track under thesame, a trolley movable on said track provided with a projecting head,and a roller mounted on said head in a swinging block, whereby the faceof the roller follows the under face of the trap in its openingmovement.

5. The combination, with the pivoted traps, ofthe inclined tracks underthe same, the trolley movable on said tracks and provided withprojecting heads, onefor each of the traps, the swinging yokes journaledin said heads, and the bearing rollers journaled in said yokes,substantially as and for the purpose set forth.

G, The combination, with the car having a projection, of the trolley andthe traveler connected by a cable guided by sheaves and the travelerandtrolley-tracks, each provided with a pocket at its foot for clearing thecar at that point, substantially as described.

7. The combination, with a car having the receiving-nozzle and thenozzle-guide, of the double-truck trolley having a charging-nozzle andguiding-arm engageable by said nozzle-guide and the parallel sets oftracks forsaid trucks, whereby the nozzle maintains the verticalposition when approaching the point of registration.

8. The combination, with the double-truck trolley, of a double set oftracks, one set for each of said trucks, the two tracks of each setbeing at different levels and connected by pivoted sections at theirends and the upper track for the front truck having a jog near its head,the car provided Wit-h a receivingnozzle and the nozzle-guide, thetrap-opening projection 011 the front corner of the truckframe, and lthechargingnozzle on the trolley having a guiding arm engageable by saidnozzle-guide, substantially as described.

9. The combination, with the trolley, of the charging nozzle thereon,the airmain, the hollw revoluble drum communicating therewith, and theflexible section Wound `about said drum and connecting its interior withsaid nozzle, whereby the nozzle may be moved the requisite distance tomake the charge.

In testimony whereof I aix my signature in presence of two witnesses.

WHITCOMB L. JUDSON.

\Vitxiesses:

II. L. EARLE, OsWALD G. BovLn.

